Torque device for coordinator trainers



Aug. 31, 1943 a o. CARMODY ETAL TORQUE DEVICE FOR COORDINATOR TRAINERS Filed Feb. 4, 194a Edmund. D.

Bar-mu d3 7/ fl Z ATTORNEY ing are designated by the same numerals. general arrangement of the controls and their Patented Aug. 31, 1943 UNITED STATES PATENT OFFICE i 'ronqunmivlca roar ooonmna'roa a 'mamnns Edmund 0. Carmody and Charles A.

United States Navy West,

Application F bruary 4, 1943, Serial No. 474,662

(01. 35-12) (Granted under the act of March 3,1883, as

14 Claims.

This invention pertains to an educational arrangement for practicing properly coordinated torque, so as to maintain the plane on a straight course during a power climb particularly at low flying speed. By acquiring the habit of coordinating 'these controls,the new pilot will not be taken by surprise, when actually executing a power climb, to suddenly find himself making an unintentional bank and turn to the left. A further purpose is to afford the student practice in the process Of checking the engine operationof an engine equipped with dual ignition prior to taking oil.

Th primary object of this invention is, therefore, to construct a set of controls simulating the amended April130, 1928; 370

actual controls in a airplane cockpit, including a the stick, dual-ignition switch, rudder pedals, tachometerand throttle, so interconnected with eachother and with a buzzer or other signal system and with means for efiecting the tachometer readings as to make the engine speed indicated on y the tachometer dependent not only on 'theposition to which the throttle is moved, but also on means selectively controlled by the instructor to indicate trouble in either or both ignition systems when tested by the student by operation of the ignition switch. The buzzer is so connected as to operate whenever the manipulations of the controls are not properly coordinated to overcome the eifect of increased torque with increased speed of engine operation. a i it These and other more specific objects will be come more apparent as the detailed description of my apparatus proceeds. The construction of an illustrative form of my invention is shown 1 the accompanying drawing wherein; n i

Fig; 1 shows the general layout of my apparatus in perspective view,

Fig.2is a wiring diagram of the buzzer or other electric signal system tied up with the connections in a regular ignition switch for a dual magneto ignition system, and with the operation of the several electro-magnets, and, i i

Fig. 3 is aphantom perspective view of the tachometer. i i i i Similar parts in the severalviews of the draw- The relative positions in thepresent device is the same as may, be found in thecockpit of an airplane. The stick i is mounted on a transverse pivot 2 fastened to the axially rotatable shaft 3 and is normally maintained in a position for level flight by the bungee cables 4 and 5 fastened asshown.

The axial shaft representsthe aileroncontrol shaft. It has an arm 3% the end of which is pivotally connected one end of contact bar I having contact bands 8, 8 with a strip of insulation 9 betweenthem. An end I 0 of a slidable contact spring I! slides over these bands and strip, the other end of the spring being fastened through insulation l2 to a rod l3 slidably mounted within an axialbore l4 in the'end of contact bar 1. The

outer end of this rod I3ispivotally connected to 28 mounted on shaft 29 in the tachometer 30 and biased by spring 3| to move the pointer 32 attached thereto toward the maximum R. P. M. reading on the tachometer scale 33.

The other end of lever I5 is pivotally connected to the arm 34 rigidly mounted on rotatable shaft 35 on whichalso rigidly mounted are rudder pedal plate 36 and opposed arms 31, 38. A similar rudder pedal plate 39 for the leftpedal is rotatably mounted at the left end of shaft 35. The rudder pedals 40 and 4| are mounted on pedal arms 42 and 43 bothmounted to freely rotate on shaft 35 andhaving pins 44 and 45 to lock them in any suitably adjusted position to the plates36 and 33 respectively. 1 The movement ofone of the rudtment of the rudder pedals similar to that normally transmitted thereto by the air pressure against the rudder surface in actual flight. The circuit through the contact mechanism 8,

9, ll'tl is completed as shown in Fig. 2 by a transformer which operates a buzzer 5| or other signal 'when' power is supplied and spring end coordination. By practicing simultaneously operated, or coordinated, contact- ID will slide to either one or the otherof the will drop about '75 R. P. M. when the ignition switch is moved to the corresponding magneto, indicating some fault in the corresponding ignition system; while a normal tachometer drop of about 25 R. P. M. will be obtained when the ignition switch is moved to the other magneto position, since that point is connected to a second winding on electrc-magnet 5d, the two coils hav- ---ing a common terminal at one end as shown in the bands 8 and will complete the buzzer or other signal circuit to indicate the absence of proper manipulation of these controls, good coordination thereof is quickly acquired by the aid of this signal circuit.

Besides the drum shaft and spring in the tachometer casing, there are two arms 52 and 53 hinged on the shaft 29 and having overlapping ends as shown of magnetic material, spaced respectively from two electro-mag'nets 54 and 55 when the throttle isiully advanced sothat lug 56' on drumiii strikes against arm 53 and carries both arms along, with it. against the force of a light spring 5i, becausetheiorce of spring 3i produces agreater torque on these .arms. through the lug 56 than-the opposing torque of spring 51. V The clearance between the longer arm 52 and the electro-magnet 5 1, under theseconditions, is such that when this .electro-mag-net is operated and attracts the arm the poi-ntertz is ,moved back approximately25 R. P;M., but the clearance between the-shorter arm 53 and electro-magn-et 55 isstil-l not taken up until the latter magnet is operated, which reduces the R. P. M. indicated by an-additional 50- Rz'P. more or less. The electro-magnets are mounted on a bracket 58 extending, across theinside of the tachometer casing. r a r A third electro-magnet 59 is mounted asshown in Fig. 1 to" actuate a bell crank Bil against the force of the light spring 6| which normally holds the belljcrankagainstthe stop 62. In this position the line 63tied between'the lower end of arm 64 and the line 24 does not. interfere, with the movement of thc'latter line in response'to throttle operation. The arrangement is such, however, that when the electro-magnet'59 is operated while the throttle is in full power position,

line, 2,4.is drawn out: of thetaohometer to the ex- 1 tent that the indicator pointer drops all the way down to zero.

The wiring. diagram in Fig 2" shows how the electro-magnets are controlled to give-the desired-results in connection withrsimulate'd ignition tests to be performed by the student 'for practice purposes. The switches;5.5,66' and 61- are under the control of the instructor. lit is a reg ular ignition switch for a clual'eignition' power plant." By properly setting: the switches 65,66 and 61. the instructor may cause the tachometer to respond to simulate'either normal ignition operation by opening switch 65 and moving switches Stand 61 into. their lowest positions as viewed in Fig, 2 or'any; one of the following abnormal ignition operating conditions.

By; swinging either" switch 56' or 61 upwardly to its highest position the; corresponding ignition system will appearto, be dead. since,; when the ignition switch is turned to-thecorresponding magneto (L o-rR) by the-student. electro-magnet 59 will operate; to immediately bring the tachometer reading to zero indicating: engine; stopping.

-With either of the switches: 65; and '61- in lowest position, the other-being inits middle position and. the switch 65 closed, the tachometer reading only one of the ignition systems.

diagram. With the ignition switch on B (both m'agnetosl no noticeable drop in R. P. M. will ordinarily be noticed when the fault is slight in Such faults should, however, be corrected before taking off,

' because they indicate the possibilities of more trouble being in the offing.

With both switches 66 and 61 in their lowest positions and switch 65 closed, trouble will be in- ;dicated ineach ignition system, yet appreciably no drop in R. P. M. might be observed with both systems operating.

Thus, a series of differentconditionsiin engine operation may be simulated to test the students ability and give him practice in the determination of whether the condition of his power plantjustifies him taking off or if he is to report his trouble sothat it may be corrected.

The devices herein disclosed are; illustrative of one specific form in which our invention may be built. However, it is understoodthat they may be modified in shape and; arrangement in many ways without departing from the scope of our invention which is defined in the appended claims.

This invention may be made and used by or for the Governmentof the United States for governmental purposes without the payment to us of any royalties thereon or therefor.

What is claimed is:

1. In a flight training apparatus in combination with. a simulated cockpit with the normal controls such as stick, rudder controls, throttle, dual-ignition switch, and tachometer, a connection between thethrottle and the tachometer for operating the latter in 'response to the position of the former, a lever system including afioating lever pivoted at three points one of which is connected to move in response o movement of the rudder controls, another in response to movement of the throttle in the high power range and the third is connected to move one of a pair of relativelyslida'clecontact members in a signal circuit, the other contact 'member being connected to movein response to movement of the aileron controls, the contact surface 01 one of the members being normally positioned on an insulated portion between two adjoining contact surfaces of the other member, these connections and leverage being arranged so that, with normal movement of the rudder and/or aileroncontrols corresponding to the advance of the throttle to the high power range to overcome the effect of high engine torque and maintain a straight course in flight, the contact members will'maintain normal out-of-contact relative positions, but

floating lever one, point of, which is connected to,

move in response to throttle movement in the high power range, a second point of which is conarranged that the spring contact willremain on the insulated strip while thethrottleis advanced from idling to full poweras long as the rudder and/oraileron controls are simultaneously moved in a manner to overcomethe effect of the corresponding increase in engine torque which would i in a power climb.

3. In a flight control coordination trainenin combination with the usual airplane controls, a

floating lever one point of which is connected to move in response to throttle movement in the high power range, a second point of which is connected to move in response to movement of the rudder controls and a third point of which is connected to one of a pair of relatively slidable members the other of which is connected to move in response to the aileron controls, an insulated spring contact fastened to one of said members and slidable over the surface of the other memher, ,said surface having an insulated strip between two conducting contact portions, the three points on the floatingleverbeing soselected and arranged that the spring contact willremain on the insulated strip while the throttle is advanced from idling to full power as long, as the rudder and/or aileron controls are simultaneously moved in a manner to overcome the effect of ,the corresponding increase in engine torque which would ordinarily result.from the: increased power applied in. a power climb, a signalcircuit to be com-v pleted by relative movement of the slidable mem: bers bringing the conducting portions jthereof together. i

4. In a flight control lcoordination trainer,,in

combination with the usual airplane controls, a floating lever one point of ;which is connected to move in response to throttle movement in the the rudder controls and a third point, of which is connected tonne of a, pair of relatively slidable members the other of which is connected to move in response tothe aileron controls, an insulated spring contact fastened to one of said members i and slidable over the surface of the othermember, said surfacehaving an insulated stripbetween two conducting contact portions. the three pointson the floating lever being so selected and arranged that the spring contact will remain on the insulated strip while the throttle is advanced plied in a power climb, a buzzer circuit to be completed by relative movement of the slidable members bringing the conducting portions thereof together. i

5. In airplane pilot training apparatus, in

combination with a dual-ignition switch having oil, L, R and B positions mounted in a simulated ordinarily result from the increased power applied high power range, a second point of which is Y connected to move in response to movement of creased" engine torque and to maintain cockpit, a t'achometerwith means for'operating it inresponse to throttle movements to indicate the corresponding tachometer readings, means for normally causingthe maximum R. P. M. reading at full throttle to drop a normal amount in response to switching the dual-ignition switch from position B (both magnetos) to either L or R (left or'right'magnetos) and to always drop to zero in response to switching to off, additional meansunder control of the instructor for selectively causing an abnormal drop in the R. P. M. reading in response toswitching to either LorR (or bothL and R) whileiobtaining a normal drop for the R or L switch position respectively and a maximum R. P. M. for the B position, or causin a drop all the way down to 'zero reading on the tachometer in responseto switching to either L or R while getting a normally small drop when switching to the other magneto alone or to the B position.. i 1

6. In asimulated cockpit of an'airplane, in combination with the normal controls including a stick, a rudder controha throttle, a tachometer and a dual-ignition switch, means to cause the tachometer to indicate engine operation inresponse to actuation of the throttle and switch, and signalmeans responsive to an improper coordination of the rudder and/or aileron controls with an advance of the throttle to its full power range which would normally be necessary to overcome the effect of increasedengine torqueand to maintain a straight flight course in executing apower climb,'particularly at low flying speed.

,7. In a simulatedcockpit of an airplane, in

combination with the normal'controls including a stick;a rudder control, a throttle, a tachometer 'andwa dual-ignition switch, signal means responsive to an improper-coordination of the rudder and/or'aileron controls with an advance of the throttle to its full power range which would normallykb'e necessary to overcome the effect of ina straight flight course in executing a power climb, particularlyatlow flying speed.

8. Inla simulated cockpit of an airplane, in combination withithe normal controls including a stick, a rudder control, a throttle, a tachometer and a dual-ignition switch means to cause the tachometer to indicate engine operation in response to actuation of the throttle and switch, means under control of the instructor for modi-' fying thetachometer readings selectively to indicate faulty ignition in either or both of the ignition systems or a complete failure of either system, and signal means responsive to an improper coordination of the rudder and/0r aileron controls with an advance of the throttle toits' full power range which would normally be necessary to overcome the effect of increased engine torque and to maintain a straight flight course in executing a power climb, particularly at low flying speed. a Y

'9. In a simulated cockpit of an airplane, in

combination with the normal controls including a a stickra rudder control, a throttle, a tachometer mally be necessary to overcome the effect of increased engine torque and to maintain a straight flight course in executing a power climb, particularly at low flying speed, said signal means including a buzzer circuit completed by relatively slidable contacts one of which is connected to ordination of the rudder and/or aileron controls with an advance of the throttle to'itsfullpower range which would normally be necessary; to overcome the effect of increased engine torque and to maintain a straight flight course in executing a power climb, particularly at low flyingspeed, said signal means including a buzzer circuit com pleted by. relatively slidable contacts. one of which is connected to move in response to movementof the aileron control and the other in response to movement of a point on a floating lever one end of which is connected tomove in response to movement of therudder control and the other end in response to the throttle'in its high-power range.

-1l..In a simulated cockpit'of an. airplane, in combination with the normal controls including a, stick, a rudder control, a throttle, a tachometer and a dual ignition switch; means simulating engine connections to cause the tachometer to indicate selected representative engine operation conditions simulating perfect operation, imperfect operation orv failure of operation of either one or both of the ignition "systems respectivelyin response'to actuation of the throttleand switch. 12. In a simulated cockpit of anairplan'e, in combination with the normal controls including a stick, a rudder control, a throttle,:a tachometer and a dual-ignition switch, means to cause the tachometer to indicate engine operation in response to actuation of the throttle and switch, said means including. a drum on the tachometer shaft, a cord passed around saidv drum and out of the tachometer casing over a suitable: system of pulleys to the throttle, a spring biasing the tachometer shaft and, drum in a direction to draw the cord inwardly and move the pointer toward the maximum R. P; M. reading in response to movement of the throttle'toward full fit ing a; stick, a rudder control, a throttle, a tachometer and a dual+ignition switch,;means to cause the tachometerto indicateengine opera,- tion in response to actuation of the throttle; and switch, means under control of the instructor for modifying the tachometer readings selectively to indicate faulty ignition in either or combination with the normal controls includ open position, a lever spring-pressed-against a I stop in one direction and actuated in the opposite direction by an electromagnet, one arm .of said lever being connected by a cord'to a point on the first mentioned cord so asv not to interfere with the normal movement of said first-mentioned cord, but upon actuation of the electromagnet in response to movement of the switch to off (the cut-off position), to pull on the first-mentioned cord and unroll it off the drum sufficiently to turn the tachometer pointer down to its zero reading should it not bethere already as a result ofthe throttle being in its closed position.

13. In a simulated cockpit of an airplanegin combination with the normal controls includboth of the ignition systems or a complete fail-- ureof either system.

14. In a simulated cockpit of an airplane, in

ing a stick; a rudder control, a'throttle, a tachometer and a dualeignition switch, means to cause the tachometerto indicate engine operation in response to actuation of the throttle and switch, meansunder controlof the-instructor for modifying the tachometer readings selectively to'indicatefaulty ignition in either or both of the ignitionsystems or a complete failure of either system, said first mentioned means including a drum on the tachometer shaft, a cord passed around said drum andout cf the tachometer casing over a suitable system of pulleys to the throttle, a spring biasing the tachometer shaft and drum in a direction to dra the cord inwardly and move the pointer toward the maximum R. P. M; reading in response to movement of the throttle toward full open position, a lever springpressed against a stop in one direction and actuated in the opposite direction by an electromagnet, one arm of said lever being connected by a cord to a point on the first mentioned cord 50 as not to interfere with the normal movement of said; first-mentioned cord, but upon actuation of the electromagnet in' response to movem'entof the switch to O (the cut-off position), to pull on the first-mentioned cord and unroll it off the drum sufliciently to turn the tachometer pointer down to its zero reading should it not be there already as a result of the throttle being in its closed position, said means under'control of the instructor including a'switch forthe circuit of each ignition system connected to the L and It points on the ignition switchand each circuit switch having upper and lower positions and a mid position and being tied mechanically to operate single switches connected in parallel to complete a branch of a circuit from the B point of the ignition switch to a line connected with the mid'points of both circuit switches when the latter are moved to their upper position, a connection from said line to oneof a pair of coils of a second'electromagnet, the lower points of said circuit switches being connected to the other coil of said second electromagnet and to a single throw switch which is in turn connected to the coil of a third electromagnet, the second and third electromagnet being arranged to cause a reduction in tachometer reading of approximate- 1y 25 and R. P. M. respectively from maximum, when actuated by passing a current through their respective coils, the other ends or all the coils being connected to a power source and the arm of the ignition switch being grounded to a common ground with that ofthe power source.

EDMUND O. CARMODY.

- CHARLES A. WEST. 

